Thermal fuel delivery system with insertion assembly

ABSTRACT

A thermal fuel delivery system includes an insertion assembly and a fuel device. The insertion assembly includes a housing defining a cavity for housing the fuel device. The housing is disposed above and coupled to a pair of frame members via a plurality of connecting members. The frame members extend laterally away from the housing. The insertion assembly further includes an intake manifold coupled to the housing via a tube. A plurality of runner tubes extend laterally away from the intake manifold and pass through the frame members at an inner portion of the frame members and terminate at an outer portion of the frame members.

BACKGROUND

Current internal combustion engines often take the form of a V engine inwhich the cylinders and pistons are aligned in two separate planes suchthat they are arranged in a “V” configuration when viewed from an end ofthe engine block. The “V” configuration was originally developed toreduce the size and weight of inline engine configurations and are nowcommonplace in today's automobiles and other motorized vehicles.V-engines are thus adapted for use with conventional fuel systems, suchas direct injection and multi-point fuel injection systems.

Fuel systems for internal combustion engines are constantly evolving asconcerns of environmental impact increase. One such recently developedfuel system is described in U.S. Pat. No. 7,510,171 and provides for anapparatus for delivering thermally cracked fuel into the inlet manifoldand thereafter to the cylinders of an internal combustion engine. Theapparatus of U.S. Pat. No. 7,510,171 may interact with various types ofheat exchangers to impart heat to the fuel delivered to the fuel system.For example, U.S. Pat. No. 8,881,711 describes a fuel system having aheat exchanger for using heated exhaust air to heat fresh cool air priorto such fresh cool air being delivered to a fuel system.

V-engines with traditional fuel injection systems require a large amountof space to accommodate a large number of stock parts, such as injectorsfor each cylinder, fuel rails, etc.

Accordingly, new thermal fuel delivery systems and methods are needed toaccommodate new technologies, reduce stock parts needed for integrationof an engine to a vehicle and for adapting to the V-shape of internalcombustion engines.

BRIEF SUMMARY

A thermal fuel delivery system includes an insertion assembly and a fueldevice. The insertion assembly includes a housing defining a cavity forhousing the fuel device. The housing is disposed above and coupled to apair of frame members via a plurality of connecting members. The framemembers extend laterally away from the housing. The insertion assemblyfurther includes an intake manifold coupled to the housing via a tube. Aplurality of runner tubes extend laterally away from the intake manifoldand pass through the frame members at an inner portion of the framemembers and terminate at an outer portion of the frame members.

An insertion assembly for adapting a fuel device to an engine includes ahousing defining a cavity. The housing is disposed above and coupled toa pair of frame members via a plurality of connecting members. The framemembers extend laterally away from the housing. The insertion assemblyfurther includes an intake manifold coupled to the housing via a tube,and a plurality of runner tubes extending laterally away from the intakemanifold. The runner tubes pass through the frame members at an innerportion of the frame members and terminate at an outer portion of theframe members.

A system for delivering fuel mixture to an internal combustion engineincludes a thermal fuel delivery system for delivering a fuel mixture toan internal combustion engine. The thermal fuel delivery system includesan insertion assembly having a housing that defines a cavity forreceiving a fuel device. The housing is disposed above and coupled to apair of frame members via a plurality of connecting members. The framemembers extend laterally away from the housing. The insertion assemblyfurther includes an intake manifold coupled to the housing via a tubeand a plurality of runner tubes extending laterally away from the intakemanifold. The runner tubes pass through the frame members at an innerportion of the frame members and terminate at an outer portion of theframe members. The system further includes a heat exchanger incommunication with heated exhaust air from the internal combustionengine and fresh cool air. The heat exchanger is adapted to transferheat energy from the heated exhaust air to the fresh cool air andprovide the heated fresh air to the fuel device.

BRIEF DESCRIPTION OF THE DRAWINGS

Embodiments are illustrated by way of example in the accompanyingfigures, in which like reference numbers indicate similar parts, and inwhich:

FIG. 1 is a front perspective view of a thermal fuel delivery systemaccording to the present disclosure;

FIG. 2 is a rear perspective view of the thermal fuel delivery system ofFIG. 1;

FIG. 3 is an exploded view of the thermal fuel delivery system of FIG.1;

FIG. 4 is a perspective view of a housing with intake manifold of thethermal fuel delivery system of FIG. 1;

FIG. 5 is a front elevational view of the thermal fuel delivery systemof FIG. 1;

FIG. 6 is a rear elevational view of the thermal fuel delivery system ofFIG. 1;

FIG. 7 is a block diagram of a fuel system incorporating the thermalfuel delivery system of FIG. 1;

FIG. 8 is a perspective view of a heat exchanger for use with thethermal fuel delivery system of FIG. 1;

FIG. 9 is a perspective view of a thermal fuel delivery system accordingto the present disclosure;

FIG. 10 is a perspective view of a thermal fuel delivery systemincluding a partial cutaway view according to the present disclosure;and

FIG. 11 is a perspective view of a thermal fuel delivery systemaccording to the present disclosure.

DETAILED DESCRIPTION

Various embodiments of a thermal fuel delivery system and associatedmethods of using such thermal fuel delivery systems according to thepresent disclosure are described. It is to be understood, however, thatthe following explanation is merely exemplary in describing the devicesand methods of the present disclosure. Accordingly, severalmodifications, changes and substitutions are contemplated.

Hydrocarbons such as automotive fuel (e.g., gas—both leaded andunleaded, diesel, ethanol) can be cracked to reduce complex organicmolecules to simpler molecules. Powering an internal combustion enginewith these simpler molecules can lead to increased combustionefficiency. One approach for cracking fuel is to subject it to a hightemperature and may be referred to as thermal cracking. Thermal crackinghas not been widely used in internal combustion engines at least in partbecause of difficulty in achieving the temperatures necessary to providethermal cracking. The energy used in heating the fuel must be less thanthe performance gains to provide a net increase in efficiency. Further,systems for providing thermally cracked fuel have not heretofore beenadapted to the V-design of engines. The present disclosure relates to ahousing design that may be cast or injection molded and fitted directlyto cylinder heads within the “V” of an internal combustion engine. Thehousing design may be provided as an original equipment manufacture(OEM) part or as an aftermarket part. The housing may receive a fuelsystem for providing thermally cracked fuel, which is heated usingheated exhaust air.

FIGS. 1-6 illustrate an exemplary thermal fuel delivery system 10according to one embodiment of the present disclosure. The fuel deliverysystem 10 is shown integrated with a V-engine 12, which may otherwise bea standard V-engine associated with automobiles or other vehicles. Thefuel delivery system 10 includes a housing 14, which is coupled to anoutlet 16 for delivering fuel mixture to an intake manifold 18. Aplurality of runner tubes 20 are coupled between the intake manifold 18and the cylinders 21 of the internal combustion engine.

As best shown in FIG. 4, an insertion assembly 22 includes the housing14 and intake manifold 18, which may be configured as a unitarystructure, thus reducing complexity of manufacture and installation intoV-engines. The housing 14 may be disposed above the intake manifold 18such that the outlet 16 coupling the housing and intake manifold iscurved to have a substantially hemispherical shape. It will beappreciated that the housing may also be disposed below the intakemanifold, or in still another alternative, the intake manifold may beomitted entirely and the fuel device may be directly connected to therunner tubes discussed in further detail below.

The insertion assembly 22 further includes a plurality of connectingmembers or columns 24 that couple between the housing 14 and a pair offrame members 26 that slant downwardly away from the housing. In someembodiments, the columns 24 are integrally formed with the housing 14and frame members 26, while in other embodiments, one or both of thehousing and frame members is coupled to the columns via mechanicalfasteners, such as bolts or the like. The columns 24 cooperate to definea plurality of apertures 28, which reduce the weight of the insertionassembly 22 and provide for a cooling effect on the various componentsof the insertion assembly.

The runner tubes 20 extend from the intake manifold 18 to deliver fuelmixture to the cylinders of the engine. In the depicted embodiment, fourrunner tubes 20 extend from each side of the intake manifold 18 in orderto accommodate a V-8 engine. Of course, other embodiments arecontemplated in which fewer or additional cylinders require fewer oradditional runner tubes 20 for delivering fuel mixture to the engine. Insome embodiments, the proximal and distal runner tubes 20 of the V-8embodiment are configured differently than the intermediate runnertubes. For example, with reference to FIGS. 5-6, the proximal and distalrunner tubes 20 a and 20 d may initially slope downwardly from theintake manifold 18 relative to a plane defined by the top surface of theintake manifold. The proximal and distal runner tubes 20 a and 20 d maythen curve upwards passing through an interior portion of the framemembers 26 before again sloping slightly downwardly culminating in anelbow that delivers the fuel mixture to the engine cylinders through anouter portion of the frame members. The intermediate runner tubes 20 band 20 c may have substantially the same configuration and initiallyslope upwardly from the intake manifold 18, pass through an interiorportion of the frame members 26 before sloping downwardly towards theengine block 13 of the engine 12. Similar to the proximal and distalrunner tubes 20 a and 20 d, the intermediate runner tubes 20 b and 20 cculminate in an elbow that delivers the fuel mixture to the enginecylinders through an outer portion of the frame members. Preferably therunner tubes 20 are respectively kept to a similar length. For example,imaginary paths respectively traced along central axial axes of therunner tubes from points at which the runner tubes intersect with thehousing to where they meet the engine cylinders have similar lengthswithin a small percentage, such as 10% or less. In an embodiment, theseimaginary lengths may be the same. Of course, some small variation dueto manufacturing and design tolerances is to be expected. Such smallvariance is within the usage of the term “same”.

As depicted in FIGS. 3 and 5-6, the frame members 26 flare outward fromthe housing member 14 and are sized and shaped to rest and be secured toa cylinder head 30 of the engine block 12. As such the frame members 26include securing holes 32 defined therein for receiving fasteners (notshown) to secure the insertion assembly 22 to the cylinder head 30.Further, the frame members 26 slope downwardly away from the housing 14relative to a plane defined by the top surface of the intake manifold18. The frame members 26 may further include a pair of elongated slots34 defined therein for reducing weight of the insertion assembly 22 andproviding for a cooling effect on the various components of theinsertion assembly.

Referring to FIG. 3, the housing 14 includes a cavity 40 defined thereinfor receiving a fuel device 42. In one embodiment, the fuel device 42may be similar to the fuel device described in U.S. Pat. No. 7,510,171,which is incorporated herein by reference. The fuel device 42 is capableof receiving injected fuel and heated air such that the fuel injectedinto the fuel device is thermally cracked by collision with themolecules of the heated air. The fuel device 42 then provides athermally cracked fuel and heated air mixture to the engine. The term“thermally cracked” in relation to fuel is used to mean vaporization,volatilization, or decomposition of high molecule weight hydrocarbons tolower weight molecule hydrocarbons, or any combination thereof. Thecavity 40 may be substantially hemispherical in shape and terminates ata proximal opening 44 such that a proximal end 46 of the fuel device 42may extend through (and may protrude from) the opening to operativelycouple to an airflow received from a heat exchanger as will bediscussed. The proximal end 46 may be coupled to an air supply pipeusing a v-clamp assembly. Fuel injector housings 47 may be distributedcircumferentially about the proximal end 46 of the fuel device 42 toaccommodate or mount fuel injectors that couple to the fuel device 42. Adistal end 48 of the cavity 40 leads to a distal opening 50 of thehousing to accommodate an outlet 52 of the vaporizer device 42. Thehousing further optionally includes a partial or full cover 54, whichfacilitates retention of the vaporizer device 42 in the housing 14. Inthis manner, the vaporizer device 42 may be disposed and retained in thehousing 14 and the insertion assembly 22 may be disposed against astandard V-engine block. Of course, the vaporizer device 42 may also beattached to the housing 14 using bolts, and coupling the device 42 tothe air supply pipe and the outlet 16 using v-clamp assemblies (with orwithout also bolting to the housing) may additionally secure the device42.

The insertion assembly 22 further includes the aforementioned intakemanifold 18, which supplies fuel mixture to the engine cylinders via therunner tubes 20. The intake manifold 18 may be a variety of shapes, suchas the rectangular shape shown in FIGS. 5-6. The intake manifold 18receives fuel mixture from the vaporizer device 42 via the outlet 52coupled to the outlet tube 16. The outlet 52 may be coupled to theoutlet tube 16 using a v-clamp assembly. The intake manifold 18 may beopen or may include baffles for guiding the heated air/fuel mixture intothe runner tubes 20 and thus into the cylinders of the engine 12. In oneembodiment, based on characteristics of the vaporizer device 42, theintake manifold 18 may be reduced in size to accommodate approximately 4liters of air in the intake manifold. The volumetric efficiency of theintake manifold is thus improved over conventional stock intakemanifolds, which are larger in size (e.g., to accommodate as much as 36liters of air). Further, the intake manifold 18 may be disposed belowthe interface of the runner tubes 20 and the cylinders of the engine 12.As such, the runner tubes 20 begin vertically below the interfacebetween the runner tubes and the engine.

Accordingly, the insertion assembly 22 may be adapted for use in anyautomobile or vehicle having a V-engine block. It is designed to fitseamlessly into conventional V-engine blocks and feed fuel mixture tothe engine using the vaporizer device 42.

Of course, the present disclosure is not limited to V-shaped engineblocks. FIG. 9 illustrates an example of a fuel delivery system 100adapted for use with an in-line six cylinder engine. The fuel device 42′may be disposed adjacent to the longitudinal axis of the engine 12′. Theoutlet 16′ may couple the fuel device 42′ to the intake manifold 18′.The fuel device 42′ may take a number of shapes to accommodate theposition and space available in the engine bay. For example, the fueldevice 42′ may have a rectangular shape as shown in FIG. 9 having aninlet at a proximal end 46′. The fuel device 42′ may have a plurality ofoutlets directly coupled to the cylinder intakes to reduce the amount ofspace needed in the engine bay. The fuel device may also be positionedon top, in front, or behind the engine. An exhaust manifold 102 may beprovided at an opposing side of the engine 12′.

It will also be appreciated that in some embodiments, the fuel devicemay be integrated with the housing, for example, as shown in the fueldelivery system 200 of FIG. 10. Upper (202) and lower (204) portions ofthe housing 14″ may be joined by bolts 206 and a gasket therebyproviding access to the internal components 208 of the fuel device forinstallation and maintenance. The gasket may be PTFE Teflon or othersimilar materials. The outlet 16 may be coupled to the housing 14″ byoperation of bolting the upper and lower portions 202 and 204 together.The outlet 16″ may also be coupled with the housing 14″, for exampleusing a v-clamp assembly, or may also be integrally formed with thehousing 14″, for example the lower portion 204. The outlet 16″ may havean outwardly protruding lip at a proximal end thereof to facilitateconnection with a v-clamp. The intake manifold 18 may optionally beformed as a unitary component with the lower portion 204.

And in still another embodiment, with reference to FIG. 11, the outlet16 b may curve upward away from the engine 12 such that the device 42 ispositioned between the intake manifold 18 b and the engine 12 in thevertical direction and between the cylinder heads in the horizontaldirection.

Referring to FIG. 7, the thermal fuel delivery system 10 may be used inconjunction with a heat exchanger 60 that receives fresh air via a freshair intake 62, such as an intake pipe or a variety of types of airfilters. In one embodiment, the heat exchanger 60 may be the same as orsimilar to the heat exchanger described in U.S. Pat. No. 8,881,711,which is incorporated herein by reference. The fresh air taken from theambient environment travels via a fresh air path 64 to the heatexchanger 60. In one embodiment, the fresh air passes through a throttlebody 63. In other embodiments, the throttle body 63 may be disposedadjacent to the engine 12. The heat exchanger 60 heats the incomingfresh air path 64 to provide heated fresh air to a heated fresh air path66, which in turn, is provided to the fuel device 42. The fuel device 42receives fuel via one or more fuel injectors 68 coupled to a fuel supply70. Thus, the fuel device 42 transmits a heated air/fuel mixture intothe outlet 16 and thus into the intake manifold 18. The engine 12 emitsexhaust air, which travels through exhaust manifolds 72 a and 72 b,respectively, via the exhaust air paths 74 a and 74 b to the heatexchanger 60. The exhaust air provides heat energy to the heat exchanger60, thus heating the fresh cool air path 64. The exhaust air then exitsvia the exhaust ports 76 a and 76 b. The valves 76 a and 76 b may beused to bypass some or all of the exhaust air passing towards the heatexchanger 60. Thus, a temperature of the heat exchanger 60 and theheated fresh air may be controlled.

Referring to FIG. 8, an exemplary heat exchanger 80 may receive a firstairflow 82, a second airflow 84 and a third airflow 86. In someembodiments, the heat exchanger 80 is an example of a heat exchangerthat may be used for the heat exchanger 60. The airflows 82, 84 and 86are independent from each other and separated by separators. In someembodiments, the airflows 82, 84 and 86 may be completely isolated, andthus are respectively sealed. However, in other embodiments, there maybe a small amount of cross-flow between the air flows, for example,between the airflows 84 and 86 due to manufacturing tolerances or forother purposes. In still further embodiments, the first airflow 82 isindependent from each of the second airflow 84 and the third airflow 86such that in a fuel system like the fuel system 10, there is no mixingof fresh intake air and exhaust gases.

The airflow 82 is thermally coupled to the airflows 84 and 86 by theseparators 88 and 90 respectively. The separators may be provided by anundulating or corrugated thermally conductive material such as aluminumand the separators may be oriented such that air flow is not impeded.For example, the separators 88 and 90 may have surfaces that aresubstantially smooth in the direction of the airflow 82 and theseparators 88 and 90 may have surfaces that are substantially smooth inthe direction of the airflows 84 and 86.

The airflow 84 corresponds with the lower portion of the heat exchanger80, while the airflow 86 corresponds with the upper portion of the heatexchanger. The airflows 84 and 86 are separated by the separator 92. Theseparator 92 has a lower thermal conductivity than the separators 88 and90 and thus provides thermal insulation between the airflows 84 and 86.Indeed, the lower thermal conductivity may be provided by a thickerportion of the same material for the separator 92 as compared to theseparators 88 and 90. Or the lower thermal conductivity may be providedby using a different type of the same material used for the separators88 and 90. For example, the separators 88 and 90 may be formed ofstandard aluminum (e.g., 6061), whereas the separator 92 may be formedof aviation aluminum (e.g., 7075). The lower thermal conductivity mayalso be provided by using a different material for the separator 92 ascompared to the separators 88 and 90. For example, the separator 92 maybe formed of carbon steel, stainless steel, or ceramics, while theseparators 88 and 90 may be formed of aluminum.

In an application such as the fuel system shown in FIG. 7, the airflow82 may correspond with a fresh air intake and the airflows 84 and 86 maycorrespond with exhaust air. Exhaust air temperatures can be extremelyhigh. Accordingly, to prevent overheating, the exhaust air from eachcylinder bank in an internal combustion engine may be routed through theheat exchanger 80 separately. Exhaust air flow may not be continuous,but rather may be a series of bursts of hot exhaust air. For example, acylinder firing pattern may alternate between cylinder banks therebyproviding a series of bursts of hot air to the heat exchanger 80 via theair flows 84 and 86 in an alternating pattern. Providing the exhaustflow to the heat exchanger 80 in the separate airflows 84 and 86 maytherefore permit the heat exchanger to avoid an overheating conditionsince the portions of the heat exchanger associated with the airflows 84and 86 are not exposed to all of the exhaust air. The heat exchanger 80may provide heat transfer to the air flow 82 while not overheating.

While various embodiments in accordance with the disclosed principleshave been described above, it should be understood that they have beenpresented by way of example only, and are not limiting. Thus, thebreadth and scope of the invention(s) should not be limited by any ofthe above-described exemplary embodiments, but should be defined only inaccordance with the claims and their equivalents issuing from thisdisclosure. Furthermore, the above advantages and features are providedin described embodiments, but shall not limit the application of suchissued claims to processes and structures accomplishing any or all ofthe above advantages.

Additionally, the section headings herein are provided for consistencywith the suggestions under 37 C.F.R. 1.77 or otherwise to provideorganizational cues. These headings shall not limit or characterize theinvention(s) set out in any claims that may issue from this disclosure.Specifically and by way of example, a description of a technology in the“Background” is not to be construed as an admission that technology isprior art to any invention(s) in this disclosure. Neither is the“Summary” to be considered as a characterization of the invention(s) setforth in issued claims. Furthermore, any reference in this disclosure to“invention” in the singular should not be used to argue that there isonly a single point of novelty in this disclosure. Multiple inventionsmay be set forth according to the limitations of the multiple claimsissuing from this disclosure, and such claims accordingly define theinvention(s), and their equivalents, that are protected thereby. In allinstances, the scope of such claims shall be considered on their ownmerits in light of this disclosure, but should not be constrained by theheadings set forth herein.

What is claimed is:
 1. A thermal fuel delivery system, comprising: aninsertion assembly comprising: a housing including a cavity definedtherein, the housing being coupled to a pair of frame members via aplurality of connecting members, the frame members extending laterallyaway from the housing; an intake manifold coupled to the housing via atube; and a plurality of runner tubes respectively extending laterallyaway from the intake manifold, passing through the frame members at aninner portion of the frame members, extending laterally away from theintake manifold and along the frame members, and terminating at an outerportion of the frame members, the inner portion of the frame membersbeing closer to the housing than the outer portion of the frame members;and a fuel device disposed within the cavity of the housing.
 2. Thethermal fuel delivery system according to claim 1, wherein the tube, theintake manifold and the runner tubes cooperate to define a fuel deliverypath.
 3. The thermal fuel delivery system according to claim 1, whereinthe runner tubes define a fuel delivery path from the intake manifold toan engine.
 4. The thermal fuel delivery system according to claim 3,wherein the intake manifold is disposed below an interface of the runnertubes with the engine.
 5. The thermal fuel delivery system according toclaim 1, wherein the frame members slope away from the connectingmembers.
 6. The thermal fuel delivery system according to claim 1,wherein the housing includes a proximal opening defined therein, and thefuel device has a proximal end that extends through the proximalopening.
 7. The thermal fuel delivery system according to claim 1,wherein the housing further includes a cover that partially extends overthe fuel device.
 8. An insertion assembly for adapting fuel device to anengine, the insertion assembly comprising: a housing including a cavitydefined therein, the housing being coupled to a pair of frame membersvia a plurality of connecting members, the frame members extendinglaterally away from the housing; an intake manifold coupled to thehousing via a tube; and a plurality of runner tubes respectivelyextending laterally away from the intake manifold, passing through theframe members at an inner portion of the frame members, extendinglaterally away from the intake manifold and along the frame members andterminating at an outer portion of the frame members, the inner portionof the frame members being closer to the housing than the outer portionof the frame members.
 9. The insertion assembly according to claim 8,wherein the tube, the intake manifold and the runner tubes cooperate todefine a fuel delivery path.
 10. The insertion assembly according toclaim 8, wherein the runner tubes define a fuel delivery path from theintake manifold to an engine.
 11. The insertion assembly according toclaim 10, wherein the intake manifold is disposed below a terminal endof the runner tubes.
 12. The insertion assembly according to claim 8,wherein the frame members slope downwardly from the connecting members.13. A system for delivering fuel mixture to an internal combustionengine, the system comprising: a thermal fuel delivery systemcomprising: an insertion assembly comprising: a housing defining acavity, the housing being disposed above and coupled to a pair of framemembers via a plurality of connecting members, the frame me b extendinglaterally away from the housing; an intake manifold coupled to thehousing via a tube; and a plurality of runner tubes respectivelyextending laterally away from the intake manifold, passing through theframe members at an inner portion of the frame members, extendinglaterally away from the intake manifold and along the frame members, andterminating at an outer portion of the frame members, the inner portionof the frame members being closer to the housing than the outer portionof the frame members; and a fuel device disposed within the cavity ofthe housing, wherein the thermal fuel delivery system delivers a fuelmixture to the internal combustion engine; and a heat exchanger adaptedto receive heated exhaust air from the internal combustion engine andfresh cool air to transfer heat energy from the heated exhaust air tothe fresh cool air, and to provide the heated fresh air to the fueldevice.
 14. The system according to claim 13, wherein the internalcombustion engine is a V-engine.
 15. The system according to claim 14,wherein the insertion assembly is adapted to fit between cylinders ofthe V-engine.
 16. The system according to claim 13, wherein the intakemanifold is disposed below an interface of the runner tubes with theengine.
 17. The system according to claim 13, wherein the frame membersslope away from the connecting members.
 18. The system according toclaim 13, wherein the housing includes a proximal opening definedtherein, and the fuel device has a proximal end that extends through theproximal opening.
 19. The system according to claim 13, wherein thehousing further includes a cover that partially extends over the fueldevice.